Payload Management for Vertical Take-Off and Landing Aircraft Utilizing Ground Transportation

ABSTRACT

The present application describes a payload management system that routes a payload item associated with an individual from an origin to a destination. In some examples, the payload item is routed from the origin to the destination separate from a travel itinerary associated with the individual. For example, the payload item can be routed via a vehicle other than a VTOL aircraft that is assigned to the individual for a multi-modal transportation service.

RELATED APPLICATIONS

This application claims priority to and the benefit of U.S. ProvisionalPatent Application No. 63/071,849, filed Aug. 28, 2020, which is herebyincorporated by reference in its entirety.

FIELD

The present disclosure relates generally to facilitating multi-modaltransportation services for riders. More particularly, the presentdisclosure relates to systems and methods for facilitating multi-modaltransportation services via payload redistribution.

BACKGROUND

A transportation service entity may use a fleet of aerial vehicles fortransporting individuals from various origins to various destinations.However, each aerial vehicle in the fleet may have specific maximumweight thresholds that must be adhered to during operation.

SUMMARY

The present application describes a payload management system for aerialvehicles. In some examples, the aerial vehicles described herein arevertical or short take-off and landing aircraft referred to collectivelyherein as VTOL aircraft. This can include electric and/or hybridpropulsion VTOL aircraft. Although VTOL aircraft are specificallymentioned, the methods and systems described herein may be utilized byany system and/or aircraft for which payload restrictions and/orguidelines are associated.

The payload management system of the present application accesses dataindicative of an itinerary. The data indicative of the potentialitinerary request can be received from a computing device associatedwith an individual and/or an intermediate computing system. The dataindicative of the potential itinerary request may include an origin, adestination, and payload information associated with the individual.When this information is received, the payload management system maydetermine whether a payload item (e.g., luggage) associated with theindividual would cause a maximum weight threshold of a VTOL aircraftassociated with an identified itinerary to be exceeded. If so, thepayload management system may provide the individual with one or morealternate itineraries. In one example, an alternate itinerary is one inwhich the payload item is transported from an origin to a destination ina vehicle other than the one that is transporting the individual. Forexample, the payload item may be transported from the origin to thedestination in a ground vehicle. In some examples, both the VTOLaircraft and the ground vehicle are provided by one or more ride-sharingservices.

In one example aspect, the present application describes a method forrouting payload items and includes accessing, by a computing systemincluding one or more computing devices, data indicative of a potentialitinerary request for a vertical take-off and landing (VTOL) aircraftand payload information associated with an individual. The dataindicative of the potential itinerary request specifies an origin and adestination. The data indicative of the potential itinerary request isassociated with a computing device of an individual. The method alsoincludes determining, based at least in part on the data indicative ofthe potential itinerary request and the payload information, a potentialitinerary and an associated VTOL aircraft, wherein the VTOL aircraft isassociated with transporting the individual. The method also includesproviding, by the computing system for display via the computing device,data indicative of the potential itinerary. The data indicative of thepotential itinerary includes payload routing information for routing apayload item associated with the payload information from the origin tothe destination using a vehicle other than the associated VTOL aircraft.

In another example aspect, the present application describes a systemthat includes a processor and a memory communicatively coupled to theprocessor. The memory stores instructions that, when executed by theprocessor, perform operations. These operations include accessing dataindicative of a potential itinerary request for an aircraft and payloadinformation associated with an individual. The data indicative of thepotential itinerary request includes an origin and a destination. Theoperations include determining a first itinerary for the individual. Thefirst itinerary is associated with a particular aircraft and is based,at least in part, on the origin, the destination and the payloadinformation. The operations include determining a second itinerary forthe individual. The second itinerary includes payload routinginformation for routing a payload item associated with the payloadinformation. The payload item may be routed from a first location to asecond location using a vehicle other than the particular aircraft. Theoperations further include providing, for display via a user interfaceof a computing device associated with the individual, at least one ofthe first itinerary or the second itinerary.

In yet another example aspect, the present application describes one ormore non-transitory computer readable media. The media can storeinstructions that, when executed by one or more computing devices, causethe one or more computing devices to perform operations. Theseoperations include accessing information associated with an individualand payload information associated with the individual. The operationsinclude determining an itinerary associated with the individual. In someexamples, the itinerary identifies a particular vertical take-off andlanding (VTOL) aircraft. The operations include determining whether apayload item associated with the payload information will cause apayload threshold of the particular VTOL aircraft to be exceeded whenthe payload item is loaded on the particular VTOL aircraft. When it isdetermined that the payload item associated with the payload informationwill cause the payload threshold of the particular VTOL aircraft to beexceeded, the operations can include providing, for display via a userinterface of a computing device associated with the individual, routinginformation for the payload item. In some examples, the routinginformation includes information regarding how the payload item will berouted to a destination on a vehicle other than the particular VTOLaircraft.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A depicts a block diagram of an example computing system accordingto example implementations of the present disclosure.

FIG. 1B illustrates an example multimodal transportation system in whichan individual and a payload item associated with the individual may berouted from an origin to a destination using different vehiclesaccording to an example.

FIG. 1C depicts a graphical diagram of an example multi-modaltransportation service itinerary according to example embodiments of thepresent disclosure.

FIG. 2A illustrates an example transportation system for routing payloaditems for a vertical take-off and landing aircraft using a groundvehicle according to an example.

FIG. 2B illustrates the example transportation system of FIG. 2A with aground vehicle according to an example.

FIG. 3 illustrates a method for routing a payload item from an origin toa destination using a ground vehicle according to an example.

FIG. 4 illustrates a method for routing a payload item from an origin toa destination using a ground vehicle according to another example.

FIG. 5 illustrates an example computing device with which aspects of thepresent disclosure may be practiced.

FIG. 6 depicts an example user interface displaying a multi-modalitinerary according to example embodiments of the present disclosure ona user device.

DETAILED DESCRIPTION

A transportation service entity may use a fleet of aerial vehicles totransport payloads within a transportation network. In the examples setforth below, the aerial vehicles referred to are vertical take-off andlanding (VTOL) aircraft. However, other types of aerial vehicles arecontemplated.

Each VTOL aircraft in a fleet may have different weight thresholdsand/or storage/cargo space. Accordingly, the amount of payload itemsthat can be loaded on a VTOL aircraft may be limited depending on theweight and/or size of each payload item. Additionally, a maximum weightthreshold of a particular VTOL aircraft may change or otherwise shiftover time. For example, a state of charge of a VTOL aircraft may notonly affect the distance that the VTOL aircraft is capable of traveling,but it may also affect a maximum payload weight the VTOL aircraft isable to carry with respect to distance.

As used herein, a “state of charge” of a VTOL aircraft represents theenergy that is currently available to the VTOL aircraft. For example,the state of charge represents an amount of energy (e.g., watt hours,voltage, etc.) available for the VTOL aircraft. Depending on the energytype of the VTOL aircraft, the state of charge is determined based onthe charge of one or more rechargeable batteries, an amount of fuelremaining in a fuel tank, or a combination thereof. Although state ofcharge is specifically mentioned, other factors may account for themaximum payload weight of the VTOL aircraft.

A VTOL aircraft can be determined for an individual based on the originand destination input by an individual. In order to help ensure neithera maximum weight nor a maximum space threshold of a particular VTOLaircraft is not exceeded, the present application describes routing apayload item associated with an individual from an origin (or anotherlocation such as, for example, a first vertiport) to a destination (oranother location such as, for example, a second vertiport) using avehicle other than the VTOL aircraft the individual is travelling in.For example, an individual may have booked an itinerary to travel froman origin to a destination on a VTOL aircraft. However, it may bedetermined (e.g., using received sensor information, historical data,information submitted by the individual) that a payload item (e.g.,luggage, a bag, or other cargo) associated with the individual wouldcause the maximum weight threshold of the VTOL aircraft to be exceeded.In other examples, it may be determined (e.g., using received sensorinformation, historical data, measurement data, information submitted bythe individual) that a volume of the payload item is too large to fit(or unduly restrict other payload items from fitting) in a cargo hold ofthe VTOL aircraft.

In such examples, the individual is provided (e.g., via a user interfaceon a computing device) with an option to route the payload item from adesignated origin to a designated destination. In some examples, thedesignated origin is a facility (referred to herein as a “vertiport”)from which the VTOL aircraft departs. Likewise, the designateddestination may be a vertiport at which the VTOL aircraft lands. Inanother example, the designated origin and/or the designated destinationmay be selected by the individual. For example, the individual providesinstructions (e.g., via a user computing device) that the payload itembe picked up at the individual's home prior to the individual departingto the vertiport. In another example, the individual providesinstructions that the payload item be dropped off at a particularlocation (e.g., a hotel).

As indicated above, the vehicle in which the payload item is routed isdifferent from the VTOL aircraft in which the individual is travelling.In some examples, the vehicle is a ground vehicle such as, for example,an automobile or truck. The vehicle and/or a driver of the vehicle maybe associated with a transportation service entity that provides groundand/or aerial transportation for individuals.

Upon being notified that the payload item cannot be transported on theVTOL aircraft with the individual, the individual may be provided withVTOL aircraft and/or ground alternatives. This may include an option foran alternate itinerary that transports the individual from the origin tothe destination on a different (or the same) VTOL aircraft at adifferent time. In particular, the different (or same) VTOL aircraft ata different time can have capacity to transport the individual and thepayload item associated with the individual. In another example, otherpassengers on the VTOL aircraft receive a notification of an opportunityto have their payload items routed from the origin to a specifieddestination via another vehicle. In particular, the individual canselect the option of a different itinerary for transporting theirpayload items. Even more particularly, the individual selecting theoption of a different itinerary for transporting their payload items canallow the payload items to be transported along the user selecteddifferent itinerary. In some implementations, the individual may beprovided with the option of a different itinerary prior to theindividual selecting a travel itinerary for the individual.

In some implementations, a volunteering passenger is provided a benefit(e.g., a discount, a partial refund, or other compensation) for electingto have her payload item routed via a different vehicle than the VTOLvehicle in which the volunteering passenger is to be transported. Forinstance, an individual can be provided with the option of a differentitinerary, payload routing information, for transporting their payloaditems on a display via a user interface of a user computing device. Inparticular, the user computing device can display via the user interfacecost associated with the payload routing information. An item associatedwith that individual may not be one that causes the weight capacity ofthe VTOL vehicle to be exceeded. An item associated with that individualmay not be one that causes the size/space capacity of the VTOL vehicleto be exceeded. However, the individual (e.g., a volunteering passenger)can select to have her item (e.g., luggage) transported by the vehicleother than the VTOL vehicle and receive compensation in return. This caninclude a monetary discount, credit, rating increase, seatingpreference, voucher, etc. As such, an individual with an item thatinitially appeared to cause the VTOL vehicle to exceed its weight,space, or size limit can instead have the item transported in the VTOLvehicle.

The transportation service entity may also track in real-time orsubstantially real-time, a location of the individual simultaneouslywith a location of the payload item associated with the individual—evenwhen the payload item is on another vehicle. Both the location of theindividual as the individual travels from the origin to the destinationand the location of the payload item as the payload item travels to thedestination of the payload item can be provided to a computing deviceassociated with the individual. Such location information can be trackedby using sensor data acquired by a user device of the individual as wellas sensor data acquired by a transportation modality (e.g.,ground-based, aerial vehicle, etc.) in which the individual and/or theitem is travelling. This sensor data can include GPS data, IMU data,cellular related data, and/or other types of data for location-basedtracking and can be used to render a user interface that shows thelocations of the individual and the item in a single view. For example,the location of the individual and the location of the payload can bedisplayed on a user interface leveraged by the computing deviceassociated with the individual. As such, the individual may be able totrack the status of her payload item in real-time or substantiallyreal-time to ensure the payload item will arrive at the specifieddestination.

Example aspects of the present disclosure can provide a number oftechnical improvements. For example, technical improvements to computingtechnology such as, for example, multi-modal transportation technology.For instance, the systems and methods of the present disclosure providean improved approach for allocating VTOL weight and space/sizeresources. In particular, the systems and methods of the presentdisclosure can facilitate weight and space/size distribution of usersand their associated payloads by providing alternative itineraries foruser payloads. By preemptively facilitating weight and space/sizedistribution by allowing users to select alternative itineraries foruser payloads, the computing system can reduce the computing resourcesexpended cancelling, rerouting, or adding entire user routes toaccommodate exceeding the VTOL weight or space limit. Thus, byfacilitating weight and space distribution of the VTOLs, the computingsystem can better predict actual VTOL routes, thus minimizing computingresources expended on incorrect VTOL routes.

As another example, technical improvements can include greater VTOLfunctioning efficiency. By facilitating the weight distributions ofVTOLs, the VTOLs can avoid flying over capacity. This, in turn, allowsthe VTOLs to function more efficiently and use less energy while intransport. The VTOLs functioning more efficiently also allows for VTOLsto fly with less idling. Less idling and less energy used in flight inturn can facilitate the flight itself of the VTOL, to minimize timewasted by the users.

As yet another example, technical improvements can include greater VTOLfunctioning efficiency. By facilitating the space distribution of VTOLs,the VTOLs can avoid inefficiently using space. This, in turn, allows theVTOLs to require fewer vehicles other than VTOLs to transportindividual's payloads. For example, by identifying that a single payloadthat uses the space of the VTOL ineffectively, the single payload can bedirected to be transported by a different vehicle. Instead, multiplealternative payloads that use the space more efficiently can betransported by VTOL.

FIG. 1A depicts a block diagram of an example computing system 100Aaccording to example implementations of the present disclosure. Thecomputing system 100A includes an operations computing system 102A(e.g., a cloud-based operations computing system, etc.) that can operateto plan and fulfill multi-modal transportation service itineraries. Theoperations computing system 102A can be communicatively connected over anetwork 180A to a first user device 140A, a second user device 145A, oneor more service provider computing devices 150A for a firsttransportation modality, one or more service provider computing devices160A for a second transportation modality, one or more service providercomputing devices 170A for an Nth transportation modality, one or moreinfrastructure computing devices 190A, and one or more vehicle providercomputing devices 195A.

Each of the computing devices 140A, 150A, 160A, 170A, 190A, 195A caninclude any type of computing device such as a smartphone, tablet,hand-held computing device, wearable computing device, embeddedcomputing device, navigational computing device, vehicle computingdevice, laptop, desktop, server system, etc. A computing device can beassociated with a computing system. A computing device can include oneor more processors and a memory (e.g., similar to as will be discussedwith reference to processors 112A and memory 114A). Although serviceprovider devices are shown for N different transportation modalities,any number of different transportation modalities can be used,including, for example, less than the three illustrated modalities(e.g., two modalities can be used).

The operations computing system 102A includes one or more processors112A and a memory 114A. The one or more processors 112A can be anysuitable processing device (e.g., a processor core, a microprocessor, anASIC, a FPGA, a controller, a microcontroller, etc.) and can be oneprocessor or a plurality of processors that are operatively connected.The memory 114A can include one or more non-transitory computer-readablestorage media, such as RAM, ROM, EEPROM, EPROM, one or more memorydevices, flash memory devices, etc., and combinations thereof.

The memory 114A can store information that can be accessed by the one ormore processors 112A. For instance, the memory 114A (e.g., one or morenon-transitory computer-readable storage mediums, memory devices) canstore data 116A that can be obtained, received, accessed, written,manipulated, created, and/or stored. In some implementations, theoperations computing system 102A can obtain data from one or more memorydevice(s) that are remote from the operations computing system 102A.

The memory 114A can also store computer-readable instructions 118A thatcan be executed by the one or more processors 112A. The instructions118A can be software written in any suitable programming language or canbe implemented in hardware. Additionally, or alternatively, theinstructions 118A can be executed in logically and/or virtually separatethreads on processor(s) 112A. For example, the memory 114A can storeinstructions 118A that when executed by the one or more processors 112Acause the one or more processors 112A to perform any of the operationsand/or functions described herein.

In some implementations, the operations computing system 102A canfacilitate the ability of the user to receive transportation on one ormore of the transportation legs included in an itinerary. As oneexample, the operations computing system 102A can implement and/orinteract with one or more ride-sharing networks to match the user withone or more transportation service providers 150A, 160A, 170A. Asanother example, the operations computing system 102A can book orotherwise reserve a seat in, space on, or usage of one or more of thetransportation modalities for the user. Additionally, or alternatively,the operations computing system 102A can simply provide information foroptions to be provided by one or more third parties for one or more ofthe transportation legs.

More particularly, the operations computing system 102A can beassociated with a service entity and be configured to manage,coordinate, and dynamically adjust a multi-modal transportation servicevia a transportation platform of the service entity. The service entitycan include, for example, a transportation network provider. Thetransportation network provider can be an entity that coordinates,manages, etc. transportation services that include aerial and/or othertypes of vehicles. The transportation network provider can be associatedwith one or more transportation platforms. A transportation platform canbe utilized for the provision of transportation services via one or morevehicles available, online, etc. to the transportation platform. In someimplementations, the vehicles used to provide the transportationservices can be owned, operated, leased, etc. by the service entity(e.g., the transportation network provider). Additionally, oralternatively, the vehicles the vehicles used to provide thetransportation service be owned, operated, leased, etc. by an entityother than the service entity (e.g., a third-party vehicle provider).

The multi-modal transportation service can include a plurality oftransportation legs, one of which (e.g., a second transportation leg)can include an aerial transport of a user (also referred to as anindividual, a rider, passenger, etc.). For example, the operationscomputing system 102A can obtain a request for a transportation service.The request for the transportation service can include at least arequest for an aerial transport of a user of a transportation platform.Additionally, or alternatively, the request can be a request fortransportation to a destination. One or more candidate transportationoptions can be evaluated to see what types and/or number oftransportation modalities may be available for the user, as furtherdescribed herein. Transportation via aerial vehicle (for at least aportion of the transport) may be one viable option.

The operations computing system can obtain the request from a first userdevice 140A associated with the first user of the transportationplatform. The first user device 140A, for example, can include any typeof computing device such as a smartphone, tablet, hand-held computingdevice, wearable computing device, embedded computing device,navigational computing device, etc. The first user device 140A caninclude one or more communication interfaces configured to communicatevia network 180A (e.g., via one or more networks such as local areanetworks, wide area networks, the Internet, secure networks, cellularnetworks, mesh networks, etc.) with the transportation platform (e.g.,operations computing system 102A).

In some implementations, the first user device 140A can generate therequest. For instance, the first user device 140A can include a firstsoftware application running on the first user device 140A. The firstsoftware application, for example, can be associated with the first userand/or the transportation platform. For example, the first user can beassociated with an account on the transportation platform and the firstsoftware application can allow the first user to book a multi-modeltransportation service of the service entity using the first user'saccount (e.g., to facilitate payment, maintain usage history, applydiscounts, identify preferences, etc.). The first user can interact withthe first software application running on the first user device 140A(e.g., via a user interface) to generate the request for thetransportation service.

A transportation platform, for example, can include cloud servicessystem communicatively connected over a network to a plurality of users(e.g., via one or more first user devices 140A, one or more second userdevice 145A, etc.), a plurality of service providers (e.g., via one ormore service provider devices 150A, 160A, 170A, etc.), etc. Thetransportation platform can be configured to leverage transportationcapabilities of the plurality of service providers to schedule andfacilitate a multi-modal transportation service for the plurality ofusers (and/or one or more secondary users associated with the pluralityof users). The operations computing system 102A can be configured tocoordinate multi-modal transportation for the transportation platform.

For example, the operations computing system 102A can respond to a firstuser's request by determining whether it is better to fulfill the firstuser's request using a single transportation modality or using multipletransportation modalities. As one example, the operations computingsystem 102A can evaluate the first user's (and/or a secondary user's)current location, request origin, and/or destination to determine whichmodalities of transportation are usable at such location (e.g., able toaccess such locations). For example, the location(s) can be checkedagainst a list of whitelisted locations that have been approved forparticipation in various types of modalities (e.g., flight modalitiesfor the purpose of generating a multi-modal trip itinerary). As anotherexample, the operations computing system 102A can evaluate (e.g.,generate) one or more itineraries that are single-modal and one or moreitineraries that a multi-modal (e.g., inclusive of various combinationsof different transportation modalities). The operations computing system102A can compare the generated single- and multi-modal itineraries todetermine whether it is appropriate to suggest a single- or multi-modalitinerary to the user (and/or another user for which a transportationservice is being coordinated). For example, one or more of the bestitineraries (e.g., as evaluated based on various characteristics such ascost, time, etc.) can be suggested to the user. The user can select oneof the suggested itineraries to receive transportation services inaccordance with the selected itinerary.

In addition, in some implementations, the operations computing system102A can continually re-evaluate various itineraries (e.g., single-and/or multi-modal itineraries) before and even during completion of aselected itinerary. If an improved itinerary becomes available (e.g.,which may include changing from a single-modal itinerary to amulti-modal itinerary if, for example, a seat on a flight becomesavailable) the operations computing system 102A can suggest the improveditinerary for selection by a user. In some implementations, if the firstuser selects the improved itinerary during completion of an existingitinerary, the operations computing system 102A can facilitate switchingto the updated itinerary, including, for example, re-routing atransportation provider that is currently transporting the user to analternative, updated destination.

In some implementations, the operations computing system 102A caninclude and implement logic for handling transportation service providercancellations and/or inappropriate usage (e.g., “gaming”) of the ridesharing network by the transportation service provider. As one example,in the event of a service provider cancellation or if the serviceprovider is not making substantial progress toward fulfilling therequested, the operations computing system 102A can automatically prompta re-handling of the user's request (e.g., re-match to a differentservice provider but using the same itinerary). Alternatively, oradditionally, the operations computing system 102A can automaticallycreate a new request and perform the itinerary creation process anadditional time (e.g., in the case that leg(s) of the original itineraryare accepted by a matched service provider but not fulfilled).

In addition, or alternatively to service provider cancellations, theoperations computing system 102A can include and implement logic forhandling user cancellations. As one example, if the user cancels thetransportation request/itinerary prior to the scheduled time of pick upand/or actual pick up for the initial transportation leg, the operationscomputing system 102A can cancel the entire trip/itinerary. As anotherexample, if a transportation service provider has already been matchedfor the initial leg, a first cancellation by the user can be treated asa request to re-match the user for the initial transportation leg. Asecond cancellation by the user can then result in the entiretrip/itinerary being cancelled. This logic which interprets the firstcancellation as a re-match request avoids cancelling the entire tripwhen the user is simply cancelling the match with the first serviceprovider because the first service provider is not making substantialprogress toward completing the transportation service (e.g., serviceprovider's vehicle is not moving toward the pick up location).

According to another aspect of the present disclosure, in someimplementations and scenarios, the operations computing system 102A candisable the ability of a transportation service provider to contact theuser. In particular, one possible scenario is that the user is currentlybeing transported via flight-based transportation. During flight, theuser may have been matched with a ground-based transportation provider.The ground-based transportation provider may arrive at the transferpoint (e.g., a destination transportation node) in advance of the user'sflight and begin contacting the user (e.g., via phone call or textmessage) asking the user of their location and if the user is ready toengage in the ground-based transportation service. This can be afrustrating or otherwise undesirable experience for the user as the usermay feel as though they are delaying the ground-based transportationservice provider and/or being rushed by the ground-based transportationservice provider but, because they are currently on the flight, the useris unable to take action to reduce the time until the ground-basedservice can be engaged. Thus, to prevent this scenario, the operationscomputing system 102A may disable a ground-based service provider'sability to contact the user if the ground-based service is beingprovided following a flight-based transportation leg and theflight-based transportation leg has not yet completed. Once theflight-based transportation leg has completed, the service provider maybe re-enabled to contact the user. In some implementations, theoperations computing system 102A can provide the user with statusupdates to keep the user informed despite disabling the serviceprovider's ability to contact the user (e.g., “John has arrived and isready to take you to your destination”). In some implementations, theoperations computing system 102A can provide the service provider withstatus updates to keep the service provider informed despite disablingthe service provider's ability to contact the user (e.g., “Jane's flightis delayed by 5 minutes” or “Jane's flight will arrive in 7 minutes”).

In some implementations, the operations computing system 102A canperform one or more mitigation processes or routines to mitigate failureof one or legs of transportation in a multi-leg transportationitinerary. As one example, a mitigation process implemented by theoperations computing system 102A can include and implement logic forresponding to cancellations of flights on which a user is booked. As oneexample, if a planned flight is cancelled and the user has not yetinitiated the itinerary or a threshold period before initiation of theitinerary has not yet been reached, then the operations computing system102A can cancel the entire trip/itinerary. The user can be notified ofthe cancellation and given an opportunity to re-submit the request fortransportation. However, if the user has already initiated the itineraryor a threshold period before initiation of the itinerary has beenentered, the operations computing system 102A can notify the user andoffer to re-route (e.g., re-plan the trip with updated information,re-match for the transportation leg with an alternative serviceprovider, and/or change that transportation leg to an alternativetransportation modality) the user. In some implementations, there-routing operations can be given preference or preferential treatment(e.g., the user's use of a luxury modality may be subsidized or reducedfare).

In some implementations, when a multi-modal itinerary has beencompleted, the operations computing system 102A can provide the userwith a single receipt. The single receipt can detail respective portionsof the final cost associated with each of the multiple legs oftransportation. The operations computing system 102A can generate thesingle receipt by generating multiple receipts respectively for themultiple transportation legs and then stitching the multiple receipts togenerate the single receipt.

The operations computing system 102A can include a number of differentsystems such as a world state system 126A, a forecasting system 128A, afacilitation/planning system 130A, and a matching and fulfillment system132A. The matching and fulfillment system 132A can include a differentmatching system 134A for each transportation modality and a monitoringand mitigation system 136A. Each of the systems 126A-136A can beimplemented in software, firmware, and/or hardware, including, forexample, as software which, when executed by the processors 112A causethe operations computing system 102A to perform desired operations. Thedesired operations, for example, can provide one or more backendservices of the operations computing system 102A to the one or morevehicle provider computing device(s) 195A and/or other associateddevices 140A, 145A, 150A, 160A, 170A, 190A, 195A. For example, the worldstate system 126A can provide a backend world state service. Theforecasting system 128A can provide a backend forecasting service. Thefacilitation/planning system 130A can provide a backend routing service.The matching and fulfillment system 132A can provide a matching andmonitoring service. The systems 126A-136A can cooperatively interoperate(e.g., including supplying information to each other).

The world state system 126A can operate to maintain data descriptive ofa current state of the world. For example, the world state system 126Acan generate, collect, and/or maintain data descriptive of predictedrider demand; predicted service provider supply; predicted weatherconditions; planned itineraries; pre-determined transportation plans(e.g., flight plans) and assignments; current requests; current groundtransportation service providers; current transportation nodeoperational statuses (e.g., including re-charging or re-fuelingcapabilities); current aircraft statuses (e.g., including current fuelor battery level); current aircraft pilot statuses; current flightstates and trajectories; current airspace information; current weatherconditions; current communication system behavior/protocols; and/or thelike. The world state system 126A can obtain such world stateinformation through communication (e.g., via an API platform) with someor all of the devices 140A, 145A, 150A, 160A, 170A, 190A, 195A. Forexample, devices 140A, 145A can provide current information aboutriders/users while devices 150A, 160A, 170A, and 195A can providecurrent information about service providers. Devices 190A can providecurrent information about the status of infrastructure and associatedoperations/management.

The forecasting system 128A can generate predictions of the demand andsupply for transportation services at or between various locations overtime. The forecasting system 128A can also generate or supply weatherforecasts. The forecasts made by the system 128A can be generated basedon historical data and/or through modeling of supply and demand. In someinstances, the forecasting system 128A can be referred to as an RMRsystem, where RMR refers to “routing, matching, and recharging.” The RMRsystem can be able to simulate the behavior of a full day of activityacross multiple ride share networks.

The facilitation/planning system 130A can generate transportation plansfor various transportation assets and/or can generate itineraries forriders/users. For example, the facilitation/planning system 130A canperform flight planning. As another example, facilitation/planningsystem 130A can plan or manage/facilitate itineraries which includeinteractions between users and service providers across multiple modesof transportation.

The matching and fulfillment system 132A can match a user with a serviceprovider for each of the different transportation modalities. Forexample, each respective matching system 134A can communicate with thecorresponding service provider computing devices 150A, 160A, 170A viaone or more APIs or connections. Each matching system 134A cancommunicate trajectories and/or assignments to the corresponding serviceproviders. Thus, the matching and fulfillment system 132A can perform orhandle assignment of ground transportation, flight trajectories,take-off/landing, etc.

The monitoring and mitigation system 136A can perform monitoring of useritineraries and can perform mitigation when an itinerary is subject tosignificant delay (e.g., one of the legs fails to succeed). Thus, themonitoring and mitigation system 136A can perform situation awareness,advisories, adjustments and the like. The monitoring and mitigationsystem 136A can trigger alerts and actions sent to the devices 140A,145A, 150A, 160A, 170A, 190A, and 195A. For example, riders/users,service providers, and/or operations personnel can be alerted when acertain transportation plan has been modified and can be provided withan updated plan/course of action. Thus, the monitoring and mitigationsystem 136A can have additional control over the movement of aircraft,ground vehicles, pilots, and riders/users.

As one example, the operations computing system 102A (e.g.,facilitation/planning system 130A) can receive multi-modaltransportation data indicative of one or more requests for a pluralityof transportation services and generate the plurality of multi-modaltransportation itineraries for facilitating the plurality oftransportation services. An aerial vehicle can be assigned (e.g., by theoperations computing system 102A, the vehicle provider computingdevice(s) 195A, etc.) to provide at least one leg of the multi-modaltransportation itinerary. For example, the multi-modal transportationitinerary can include at least one aerial transportation leg. The aerialvehicle can be assigned to provide the at least one aerialtransportation leg. The operations computing system 102A (e.g., matchingand fulfillment system 132A) and/or the vehicle provider computingdevice(s) 195A (as further described herein) can schedule, track theprogress of, and/or modify each of the plurality of multi-modaltransportation itineraries and/or one or more transportations legs(e.g., the at least one aerial transportation leg) thereof duringoperational time period. A modification, for example, can include amodification to a flight schedule generated and maintained by theoperations computing system 102A and/or a modification to a flightschedule generated and maintained by the vehicle provider computingdevice(s) 195A. For example, the operations computing system 102A cangenerate a new multi-modal transportation itinerary, modify at least oneof the plurality of multi-modal transportation itineraries, request themodification of at least one of the plurality of multi-modaltransportation itineraries, and/or receive the modification of at leastone of the plurality of multi-modal transportation itineraries based onthe progress of each of the multi-modal transportation itinerariesand/or additional multi-modal transportation data (e.g., indicative ofone or more additional requests, etc.).

In some implementations, the operations computing system 102A can alsostore or include one or more machine-learned models. For example, themodels can be or can otherwise include various machine-learned modelssuch as support vector machines, neural networks (e.g., deep neuralnetworks), decision-tree based models (e.g., random forests), or othermulti-layer non-linear models. Example neural networks includefeed-forward neural networks, recurrent neural networks (e.g., longshort-term memory recurrent neural networks), convolutional neuralnetworks, or other forms of neural networks.

In some instances, the service provider computing devices 150A, 160A,170A can be associated with autonomous vehicles. Thus, the serviceprovider computing devices 150A, 160A, 170A can provide communicationbetween the operations computing system 102A and an autonomy stack ofthe autonomous vehicle which autonomously controls motion of theautonomous vehicle.

The infrastructure computing devices 190A can be any form of computingdevice used by or at the infrastructure or operations personnelincluding, for example, devices configured to perform passenger securitychecks, luggage check in/out, re-charging/re-fueling, safety briefings,vehicle check in/out, and/or the like.

In some implementations, the computing system 100A can include one ormore vehicle provider computing devices 195A. The vehicle providercomputing device(s) 195A can be associated with one or more vehicleproviders. A vehicle provider can be an entity (e.g., a first partyentity, third party entity, etc.) that operates, owns, leases, controls,manufactures, etc. one or more vehicles. For example, a vehicle providercan include an operator, vendor, supplier, manufacturer, etc. of one ormore aircraft. Each vehicle provider can be associated with respectivevehicle provider computing device(s) 195A. The vehicle providercomputing device(s) 195A can be configured to manage the vehiclesassociated with that vehicle provider. This can include, for example,overseeing itineraries, accepting/rejecting transportation services,suggesting candidate vehicles, overseeing maintenance, controllingonline/offline status, etc. A vehicle provider computing device 195A cancommunicate with the operations computing system 102A directly and/orindirectly. A vehicle associated with a vehicle provider can communicatedirectly with the operations computing system 102A and/or indirectly viathe vehicle provider computing device(s) 195A (e.g., acting as anintermediary, etc.).

The vehicle providers' vehicles that are available for transportationservices can include one or more types of vehicles. For example, thevehicle provider(s) can include a plurality of aerial vehicle providers,where each vehicle provider can provide a different type of aircraft(e.g., VTOL, helicopter, etc.) and/or a different model of aircraft. Insome implementations, a vehicle provider can provide more than one type,version, model, etc. of aircraft available for the operations computingsystem 102A and/or the service entity. The different types of aircraftcan include different shapes, sizes, capacities, capabilities,parameters, autonomy abilities (e.g., autonomous, semi-autonomous,manual, etc.), landing gear, hardware, etc. Although the followingdescribes vehicle providers as aerial vehicle providers, this isprovided as an example only and is not intended to be limiting. Forexample, vehicle providers can include providers of other types ofvehicles such as ground-based vehicles (e.g., cars, bicycles, scooters,etc.) and/or other modes of transportation.

The operations computing system 102A and the vehicle provider computingdevice(s) 195A can communicate information to one another. The vehicleprovider computing device(s) 195A can communicate various types ofinformation to the operations computing system 102A. For example, thevehicle provider computing device(s) 195A can provide data indicativeof: status information (e.g., online/offline status, on-trip status,vehicle availability for transportation service, etc.), acceptanceand/or rejection of a service (e.g., an aerial transportation service,etc.), maintenance information, vehicle parameters (e.g., weightcapacity, space capacity, noise signature, number of seats, setconfiguration, flight hours, charging/refueling parameters, hardware,temperature control parameters, operational restrictions, etc.), flightschedules, candidate vehicles, locations, updates of any suchinformation, etc. The operations computing system 102A can communicatevarious types of information to a vehicle provider device 195A. Forexample, the operations computing system can provide data indicative of:transportation services (e.g., services needed, specific vehiclerequests, etc.), vehicle itineraries, status information (e.g., servicein progress, etc.), vehicle parameter updates, payloads, locations,user/passenger information (e.g., anonymized and securely protected,etc.), air traffic information, environmental data (e.g., expected windspeeds, weather information, etc.), and/or other types of information.

The service entity associated with the operations computing system 102Acan utilize vehicles associated with various parties. In someimplementations, the service entity can also be a vehicle provider(e.g., a first party entity, etc.). For example, the service entity canutilize vehicles (e.g., ground-based vehicles, aircraft, etc.) withinthe service entity's fleet that are online with the transportationplatform, etc. Additionally, or alternatively, the service entity canutilize vehicles provided by a vehicle provider from the vehicleprovider's fleet. A fleet can include one or a plurality of vehicles. Avehicle provider can make one or more of the vehicles in its fleetavailable to the service entity/operations computing system 102A. Forexample, the vehicle provider computing device(s) 195A and/or a serviceprovider computing device of a vehicle can log into a transportationplatform, provide data indicating a vehicle is available, facilitate thevehicle being actively engaged with the transportation platform, and/orotherwise inform a service entity of a vehicle's availability. In someimplementations, a vehicle provider computing device 195A can providedata indicative of vehicles that are not online with the service entityand that could or may become available.

The vehicles to be utilized for a particular multiple-modaltransportation service can be determined in a variety of manners. Theoperations computing system 102A (and the associated service entity) mayhave varying levels of control over the vehicle(s) that perform itsservices. For example, a vehicle provider may make one or more vehiclesavailable to the service entity. The service entity may be able todetermine which vehicles are to perform which legs of a transportationwithout input from the vehicle provider. Thus, the service entity mayhave full control of the vehicles online with the platform.

In some implementations, the service entity may determine transportationservice assignments for vehicles of the service entity, while a vehicleprovider may be able to determine (e.g., accept, reject, etc.)transportation service assignments for its vehicles. For example, theoperations computing system 102A can provide data indicative of a flightleg, itinerary, etc. to one or more vehicle provider computing devices195A. The data can indicate a request for a specific vehicle or arequest for any available vehicle within the vehicle provider'savailable fleet to perform the transportation service (e.g., flighttransportation between two vertiports, etc.). In some implementations,the data may include certain parameters (e.g., weight capacity, spacecapacity, number of seats, noise parameters, etc.) needed and/orpreferred by the service entity, user, etc. The vehicle providercomputing device 195A can process this data and determine whether aspecifically requested vehicle and/or another vehicle associated withthe vehicle provider will provide the requested service (e.g., perform aflight for the second leg of a multi-model transportation service). Thevehicle provider computing device 195A can communicate data indicativeof the acceptance or rejection to the operations computing system 102A.In some implementations, data indicative of the requested transportationservice can be communicated to a service provider computing device 150A,160A, 160A associated with a vehicle of a vehicle provider's fleet(e.g., an aircraft, etc.) and the service provider can accept or rejectthe service (e.g., the flight transportation, etc.).

In some implementations, one or more vehicle provider computingdevice(s) 195A can communicate data indicative of a plurality ofcandidate vehicles that could provide the requested service (e.g.,perform an aerial transportation service for a flight leg). Theoperations computing system 102A can select from among the plurality ofcandidate vehicles and communicate data indicative of the selectedcandidate vehicle to the vehicle provider computing device(s) 195A.

In another example, the service entity associated with the operationscomputing system 102A can be a vehicle provider (e.g., aerial vehicleprovider) and can coordinate additional legs of a multi-modaltransportation itinerary with one or more other vehicle providers (e.g.,ground vehicle providers). By way of example, the operations computingsystem 102A can receive a service request for transportation. Theservice entity associated with the operations computing system 102A canbe an aerial vehicle provider and the request can be generated via asoftware application associated with the aerial vehicle provider. Theoperations computing system 102A can communicate with one or morevehicle provider computing devices 195A of one or more ground-basedvehicle providers to determine whether any (and which) ground-basedvehicle(s) may be available to create a multi-modal itinerary includingan aerial flight leg. This can include determining ground-basedvehicle(s) that may be available for a first leg (before the aerial leg)or a third leg (after the aerial leg) of a three leg itinerary. This canallow the operations computing system 102A (e.g., associated with theaerial vehicle provider) to generate and/or otherwise coordinate amulti-modal itinerary, including aerial transport, for a user

The operations computing system 102A can determine which vehicles are toperform which transportations legs in an on-demand manner or based atleast in part on a schedule. For example, operations computing system102A can initially generate a flight itinerary in response to receivinga first request. In some implementations, the operations computingsystem 102A can have a pre-determined flight schedule and offer aerialtransport (e.g., for multi-modal transportation services, etc.) in theevent that a user's time constraints and locations can be met with thepre-determined flight schedule.

In some implementations, the vehicle provider may provide initial inputregarding vehicle scheduling. For example, the vehicle providercomputing device 195A can communicate data indicative of a flightschedule for one or more aircrafts between various vertiports. Thevehicle provider 195A can communicate initial seat availability, as wellas updates throughout an operational time period (e.g., throughout aday, etc.), to the operations computing system 102A. The operationscomputing system 102A can utilize this flight schedule to determineitineraries for users and/or vehicles of the transportation service. Forexample, the operations computing system 102A can use the flightschedule to determine whether to offer a multi-modal transportationservice with an aerial leg to a user and/or to generate itineraries withaerial legs based on the flight schedule. In some implementations, theflight schedule can be an initial flight schedule for an operationaltime period. For example, the vehicle provider computing device(s) 195Acan provide data indicative of the initial flights for the availablevehicles at the beginning of a day. The operations computing system 102Acan utilize this data to determine multi-modal transportation servicesat the beginning of the day. Thereafter, the operations computing system102A can determine the flight itineraries in an on-demand manner to meetuser/passenger demand throughout the operational time period.

Additionally, or alternatively, the operations computing system 102A cancommunicate data indicative of a schedule (e.g., initial, for fulloperational period, etc.) to the vehicle provider computing device(s)195A. The vehicle provider computing device(s) 195A can process theschedule and communicate data indicative of which vehicles (e.g.,aircraft, etc.) are available for which services (e.g., flight legs,etc.).

In some implementations, the operations computing system 102A cancommunicate data indicative of a transportation service (e.g., one ormore flight legs, schedules, etc.) to a plurality of vehicle providercomputing device(s) 195A. One or more of the vehicle provider computingdevice(s) 195A can process the data and communicate data indicative ofvehicle(s) (e.g., aircraft, etc.) that are available to fulfill thetransportation service (e.g., perform aerial transportation for one ormore leg(s), etc.) to the operations computing system 102A. In someimplementations, the vehicle provider computing device(s) 195A canprovide information indicative of vehicle parameters, costs/fees, etc.The operations computing system 102A can be configured to analyze theresponses from the plurality of vehicle provider computing devices 195Ato determine a service provider. For example, the operations computingsystem 102A can utilize rules, models, algorithms, etc. that weigh thevarious vehicle parameters to select an aircraft for a user to ensurethat the user's estimated arrival times are not violated, to minimizecosts, etc.

The vehicle provider computing device(s) 195A and/or the operationscomputing system 102A can communicate data indicative of thetransportation service (e.g., flight itinerary data, etc.) to a serviceprovider computing device 150A, 160A, 170A, 195A associated with avehicle. For example, a vehicle provider device 195A or the operationscomputing system 102A can communicate data indicative of a flight (e.g.,times, locations, users, payload, etc.) to a computing device onboard anaircraft and/or a device of a pilot of the aircraft.

The network(s) 180A can be any type of network or combination ofnetworks that allows for communication between devices. In someembodiments, the network(s) can include one or more of a local areanetwork, wide area network, the Internet, secure network, cellularnetwork, mesh network, peer-to-peer communication link and/or somecombination thereof and can include any number of wired or wirelesslinks. Communication over the network(s) 180A can be accomplished, forinstance, via a network interface using any type of protocol, protectionscheme, encoding, format, packaging, etc.

FIG. 1B illustrates an example multimodal transportation system 100B inwhich an individual 110B and a payload item 120B associated with theindividual 110B may be routed from an origin to a destination usingdifferent vehicles according to an example. The multimodaltransportation system 100B is illustrated as comprising an individual110B, a payload item 120B, a vertiport 140B, an aerial vehicle 150B, anda ground vehicle 130B. The aerial vehicle 150B may be a verticaltake-off and landing (VTOL) aircraft. The ground vehicle 130B may be acar, a truck, a bus, a train or any other type of ground transportation.

In the example, an aerial vehicle 150B travels between vertiports 140B.As used herein, a vertiport 140B is a location at which an aerialvehicle 150B arrives, departs, refuels/recharges, and/or is maintained,among other examples. A vertiport 140B may have the capability todetermine payload information associated with a payload item 120B whenthe individual 110B arrives at the vertiport 140B. The vertiport 140Bmay be associated with a vertiport data store that includes historicaldemand information/historical payload information and the like. Thehistorical demand information may be used to forecast current and/orfuture demand at a given vertiport, as well as between pairs ofvertiports. Using this information, anticipated or predicted payloadinformation may be determined. The anticipated number of payload itemsmay be adjusted in real-time or substantially real-time as variousindividuals 110B confirm reservations, modify existing reservations,and/or arrive at the vertiport 140B.

A payload item 120B transported by an aerial vehicle 150B may comprisebaggage, cargo, or any item associated with an individual 110B that theindividual wishes to transport from an origin to a destination. In anexample, the payload item 120B is stored within a cabin of the aerialvehicle 150B, within a storage compartment of the aerial vehicle 150B orwithin a cargo hold of the aerial vehicle 150B.

A payload item 120B may have a payload characteristic. A payloadcharacteristic may include a payload weight, payload size, payloadshape, payload type, and/or a payload volume. Payload informationassociated with an individual can be indicative of one or more payloadcharacteristics of a payload item 120B. A payload item 120B may also beassociated with a pick up location, a drop off location, and/or adistance the payload item 120B has to travel between an origin, a pickup location, a drop off location, and/or destination. The individual maysubmit (e.g., via a software application on a computing device) apayload pick up request and/or a payload item drop of request with suchinformation.

The multimodal transportation system 100B may also provide or otherwisebe associated with an application programming interface (API). The APIis used to enable the individual 110B to register with the multimodaltransportation system 100B. The API may also be used to indicate that aparticular aerial vehicle 150B is active. The API may also be used todetermine or receive payload capacity information for the aerial vehicle150B.

The API may also be used by a ground vehicle 130B to register with themultimodal transportation system 100B. For example, a ground vehicle130B (e.g., via a computing device associated with a driver of theground vehicle 130B and/or with the ground vehicle 130B) may communicatewith a server or other computing device associated with the multimodaltransportation system 100B via the API to indicate that the groundvehicle 130B is available to pick up and individual, pick up one or morepayload items associated with an individual or various individuals,transport the individual to a vertiport, and/or transport one or morepayload items 120B to a particular destination or drop off point. In oneexample, a ground vehicle 130B may be selected to transport of thepayload item 120B based, at least in part, on an anticipated ordetermined destination of the ground vehicle 130B. In another example,the ground vehicle 130B is identified based on an amount of cargo space(e.g., trunk size) of the ground vehicle 130B. In another example, theground vehicle 130B is selected based on received input from a driver ofthe ground vehicle 130B (e.g., the driver indicates that she isavailable and/or willing to transport one or more payload items 120B toa drop off point or other destination).

A payload item 120B may be routed from an origin to a destination atvarious points along the route from the origin to the destination. Insome examples, the payload item 120B is routed in a ground vehicle 130Bwhen the payload item 120B arrives at the vertiport 140B at which aerialvehicle 150B is located. In another example, a ground vehicle 130B mayarrive at a home of an individual 110B and transport the individual 110Band the payload item 120B to the vertiport 140B. At that point, theindividual may travel to a destination vertiport via the aerial vehicle150B while the payload item 120B is routed to the destination vertiportvia the ground vehicle 130B, a different ground vehicle, a series ofground vehicles or a series of ground vehicles and aerial vehicles. Inother examples, the destination vertiport may not be the destinationlocation for the payload item 120B. For example, the desired destinationlocation for the payload item is the home of the individual 110B, ahotel that the individual 110B is staying in and the like. In such anexample, the ground vehicle 130B transports the payload item to adestination selected or otherwise provided by the individual. Thedestination for the payload item 120B can be indicated via a userinterface of a user device associated with the individual 110B. In someimplementations, a computing system can provide data/instructions for auser interface can prompt the user to enter a destination for thepayload item after a computing system determines that the payload itemwould exceed a weight capacity of an aerial vehicle 150B (e.g., VTOLaircraft) assigned to the individual 110B. In some implementations, theindividual 110B can enter such information when making a request for atransportation service and/or otherwise before a computing systemdetermines that the payload item would exceed a weight capacity of anaerial vehicle 150B (e.g., VTOL aircraft) assigned to the individual110B.

While the multimodal transportation system 100B is described withrespect to a single aerial vehicle 150B traveling from a startingvertiport 140B to a destination vertiport and a single ground vehicle130B is used to transport a payload item 120B, it will be appreciatedthat, in other examples, additional vertiports 140B, aerial vehicles150B and/or ground vehicles 130B are used to transport individuals 110Band payload items 120B from various origins to various destinations.

For example, an intermediate vertiport may be used to refuel/recharge anaerial vehicle 150B and/or transport/transfer payload items 120B. Forexample, payload item 120B may leave aerial vehicle 150B and be loadedon another aerial vehicle and/or a ground vehicle 130B to continue on tothe destination location. As another example, payload item 120B mayleave aerial vehicle 150B at a first intermediate vertiport, travel to asecond intermediate vertiport using a ground vehicle 130B, and be loadedon another aerial vehicle 150B at the second intermediate vertiport tocontinue on to the destination location. Thus, a payload item 120B neednot only travel within the multimodal transportation system 100B from astarting vertiport to a destination vertiport and may instead by routedfrom a starting location to a destination location using any of avariety of transportation modes, intermediate stops, and vehicles.

In an example, an individual 110B uses a computing device to access anapplication provided by one or more ridesharing service providers andspecify a starting location and a destination location. As illustrated,individual 110B may use a tablet computing device to access theapplication but any of a variety of other computing devices may be used.Depending on the location and/or input provided by the individual 110B,a ground vehicle 130B may be assigned to transport the individual 110Band a payload item 120B associated with the individual from the startinglocation to a vertiport 140B. In some examples, the individual 110Btravels to the vertiport 140B using a first ground vehicle 130B whilethe payload item 120B may be transported to the vertiport 140B, to adestination, or a second vertiport using a different ground vehicle130B.

Vertiport 140B is a location at which aerial vehicles (e.g., aerialvehicle 150B) arrive, depart, refuel/recharge, and/or are maintained,among other examples. Thus, vertiport 140B may have any of a variety ofassociated capabilities, including, but not limited to, the ability tocharge and/or refuel aerial vehicle 150B and the ability to performdifferent types of vehicle maintenance. Vertiport 140B may be located atground level, above ground level, or below ground level. It will beappreciated that while multimodal transportation system 100B isillustrated as comprising one aerial vehicle 150B, any number of aerialvehicles may use capabilities associated with vertiport 140B. Returningto the above example, individual 110B and/or payload item 120B may startat vertiport 140B or may arrive at vertiport 140B for transportation viaaerial vehicle 150B (e.g., after transportation by another aerialvehicle, via ground vehicle 130B).

As an example, FIG. 1C depicts a graphical diagram of an example set offlight plans between an example set of transportation nodes according toexample embodiments of the present disclosure. In particular, FIG. 1Cprovides a simplified illustration of an example fixed infrastructureassociated with flight-based transportation in an example metropolitanarea. As illustrated in FIG. 1C, there can be four transportation nodeswhich may be referred to as “aerial transportation facilities.” Forexample, a first transport node 102C is located in a first neighborhoodof the metropolitan area, a second transportation node 104C is locatedin a second neighborhood, a third transportation node 106C is located ina third neighborhood, and a fourth transportation node 108C is locatedin a fourth neighborhood. The location and number of transportationnodes is provided only as an example. Any number of transportation nodesat any different locations can be used.

Flights can be available (e.g., may be pre-planned, dynamically planned,etc.) between certain pairs of the transportation nodes. For example,aerial transportation leg 110C can exist between the first transportnode 102C and the fourth transportation node 108C. Likewise, a flightpath 112C can exist between the fourth transportation node 108C and thethird transportation node 106C.

As another example, FIG. 1C depicts a graphical diagram of an examplemulti-modal transportation service itinerary 100C according to exampleembodiments of the present disclosure. The multi-modal transportationitinerary 100C can include three transportation legs to transport therider from an origin 114C to a destination 116C. In particular, themulti-modal transportation itinerary 100C can include a first,ground-based (e.g., car-based) transportation leg 118C which transportsthe rider from the origin 114C to a first transport node 102C; a second,aerial transportation leg 110C which transports the rider from the firsttransport node 102C to an fourth transportation node 108C; and a third,ground-based (e.g., car-based) transportation leg 120C which transportsthe rider from the fourth transportation node 108C to the destination116C. More particularly, the multi-modal transportation itinerary 100Ccan include a first ground transportation leg 118C from the origin 114Cto a first transport node 102C, an aerial transportation leg 110C fromthe first transport node 102C to a fourth transportation node 108C, anda second ground transportation leg 120C from the fourth transportationnode 108C to the destination 116C. The aerial transportation leg 110Ccan include a selected plan (e.g., flight itinerary) of one or morecandidate flight itineraries obtained from the vehicle providercomputing system.

The multi-modal transportation itinerary 100C can include an alternatepayload itinerary wherein the alternate payload itinerary can includedetermining an itinerary bypassing aerial transportation. For example,the alternate payload itinerary can involve the payload beingtransported by transportation leg 122C from the origin 114C directly tothe destination 116C (e.g., by alternative transportation options suchas a ground-based (e.g., car-based) transportation). As another example,the alternative payload itinerary can involve the payload beingtransported by transportation leg 124C from the origin 114C directly tothe fourth transportation node 108C (e.g., by alternative transportationoptions such as a ground-based (e.g., car-based) transportation).Although not shown, the alternative payload itinerary can involve amultitude of other potential diverging paths including the payload beingtransported to a destination different from the passenger (e.g., thepayload can be delivered to a hotel while the passenger goes to anoffice building). Another exemplary payload itinerary could involve thepayload traveling from the first transport node 102C to the destination116C. Although the payload itineraries may result in the payload itemarriving at a destination at a time after the individual, this may bepreferred because it may allow the individual to arrive at thedestination quicker than if the individual was forced to travel via adifferent, slower itinerary (e.g., without an aerial leg).

Turning back to FIG. 1, operations computing system 102A can identify aset of candidate transportation plans that can form the basis forbuilding a set of potential itineraries. As described in further detailherein, the set of candidate transportation plans can include eachpossible transportation itinerary between each node of the fixedtransportation infrastructure at a respective time. The operationscomputing system 102A can stitch additional transportation legs to eachrespective candidate transportation plan to generate a plurality ofcandidate end-to-end itineraries. The operations computing system 102Acan analyze the candidate itineraries to select one or more itinerariesthat are high quality according to various measures. The operationscomputing system 102A can interact with one or more vehicle providercomputing device(s) 195A and/or service provider computing device 150A,160A, 170A to facilitate at least one of the one or more multi-modaltransportation itineraries. In some implementations, the operationscomputing system 102A can perform similar such operation(s) to generatepayload itineraries for transferring payload items.

In some implementations, to help facilitate multi-modal transportationservices provided throughout an operational time period, the operationscomputing system 102A can generate and initiate a number of simulationinstances for each time step of an operational time period. Theoperational time period, for example, can include any unit of timeduring which transportation services and/or servicing services can beprovided. By way of example, the operational time period can include oneor more hours, days, weeks, etc. of operations. The simulation instancescan be utilized by the operations computing system 102A and/or providedto the vehicle provider computing device(s) 195A to facilitate thescheduling, fulfillment, and modification of transportation servicesduring the operational time period. The simulation instances can includesimulation the need to coordinate payload itineraries and/or capacityoverages and the effect on the transportation operations for that givenoperational time period.

FIG. 2A illustrates an example system 200 for routing payload items(e.g., payload item 120 (FIG. 1)) using a ground vehicle (e.g., groundvehicle 130 (FIG. 1)) according to an example. The payload item isrouted from an origin to a destination using a ground vehicle due to oneor more payload constraints associated with a VTOL aircraft 245. Thepayload constraint may be associated with weight criteria of the VTOLaircraft 245. The weight criteria may indicate a maximum amount ofweight (including passengers and payload items) that can be loaded onthe VTOL aircraft 245 while still allowing the VTOL aircraft 245 totakeoff, fly, and land safely.

The payload constraint may also be associated with a payload capacity ofthe VTOL aircraft 245. The payload capacity of the VTOL aircraft 245 maybe the total volume of payload items that may be placed in a storagecompartment and/or cargo hold of the VTOL aircraft 245.

The system 200 may be incorporated by or otherwise associated with themultimodal transportation system 100C shown and described with respectto FIG. 1C (and/or operations computing system 102A of FIG. 1A). Thesystem 200 may include a computing system 205 (e.g., a transportationsystem associated with a transportation service provider, aerial vehicleprovider, etc.). The computing system 205 may determine whether to routepayload items associated with an individual from an origin to adestination on a VTOL aircraft 245 or via an alternative transportationmethod such as, for example a ground vehicle. The computing system 205may include a payload management system 210, a notification system 215,an itinerary generation system 220 and a location tracking system 225.Each of these various systems may communicate with each other and sharedetermined and/or received information to ensure the weight criteria ofthe VTOL aircraft 245 and/or a payload capacity of the VTOL aircraft 245is adhered to.

In an example, a determination of whether to route one or more payloaditems associated with the individual from an origin to a destination ismade when the individual is selecting or otherwise reserving anitinerary. For example, the individual accesses or otherwise uses acomputing device 235 and submits, over a network 230, data indicative ofthe potential itinerary request 240 to the computing system 205.

The data indicative of the potential itinerary request 240 includesinformation about the individual. The information may include log-ininformation, profile information, a desired origin, a desireddestination, a desired departure time, a desired arrival time, a numberof payload items, an estimated or determined weight of each payloaditem, a number of individuals travelling with the individual, and/or anestimated or determined volume of each payload item. The informationabout the individual can be securely stored (e.g., encrypted) such thatthe information about the individual is inaccessible except by systemsexpressly allowed by the individual.

In an example, the desired origin is a particular vertiport from whichthe individual wishes to depart. In another example, the desired originis a location other than the vertiport. For example, the data indicativeof the potential itinerary request 240 includes a request that a groundvehicle associated with a ridesharing service provider pick up theindividual and her payload item(s) at her home or office. Theridesharing service may then transport the individual and her payloaditem(s) to the vertiport.

In an example, the desired destination is a particular vertiport. Inanother example, the desired destination is a location other than thedestination vertiport such as, for example, a hotel, an office building,a home or other location. In the latter example, the data indicative ofthe potential itinerary request 240 includes a request that the groundvehicle associated with the ridesharing service provider pick up theindividual and/or her payload item(s) at the destination vertiport andtransport the individual and her payload item(s) to the desireddestination.

The data indicative of the potential itinerary request 240 may alsoinclude information about a number of payload items the individual isplanning on bringing, an estimated or determined weight of each payloaditem, and/or an estimated or determined volume of each payload item. Inan example, some of this information may have been previously receivedand/or stored by the computing system 205. For example, the individualassociated with the data indicative of the potential itinerary request240 may have provided some of this information as part of a previouslysubmitted data indicative of the potential itinerary request 240. Forexample, if the individual previously traveled from Origin A toDestination B and is booking another trip from Origin A to DestinationB, the transportation system 205 determines that the individual may havethe same or similar payload item(s) for the current itinerary as she didin the previous itinerary.

In another example, the computing system 205 requests payload iteminformation from the individual. For example, in response to receivingthe data indicative of the potential itinerary request 240, thecomputing system 205 requests that the individual provide the number ofpayload items the individual is bringing, an estimated or actual weightof each payload item and/or the estimated or actual dimensions of eachpayload item.

In an example, the dimensions and/or an estimated weight of a payloaditem is obtained by an application executing on the computing device 235using, for example a camera or other image sensor. For example, when theindividual is providing various types of information as part of the dataindicative of the potential itinerary request 240, the individual isprompted, via a user interface provided on the computing device 235, toprovide an estimated weight and/or estimated dimensions of one or morepayload items. In order to assist the individual, the user interface mayactivate or otherwise use a camera or other image sensor to capturevarious images of the payload item(s). The payload management system 210analyzes the images and estimates the dimensions and/or weight of eachpayload item. In another example, the computing device 235 is configuredto estimate the dimensions and/or the weight of the payload item(s).

Although the examples above provide scenarios in which weight and/ordimensions of payload item(s) are received via the data indicative ofthe potential itinerary request 240, the weight and/or dimensions of thepayload item(s) may be received by the payload management system 210 inother ways. For example, the weight and/or dimensions of the payloaditem(s) may be determined when the individual arrives at the vertiportfrom which she will depart. In another example, a driver of a vehicleassociated with a ridesharing service may provide the weight and/ordimensions of each payload item to the payload management system 210(e.g., via a computing device associated with the driver and/or thevehicle) when the driver transports the individual from an origin to thevertiport.

When the data indicative of the potential itinerary request 240 isreceived, the itinerary generation system 220 determines one or moreitineraries 270 that match travel parameters specified in the dataindicative of the potential itinerary request 240. The travel parametersinclude a specified or desired departure time, a specified or desiredarrival time, a specified or desired departure location and/or aspecified or desired arrival location.

As itineraries 270 are being generated, the computing system 205determines which VTOL aircraft 245 match some or all of the specifiedtravel parameters provided by the individual. Once these VTOL aircraft245 are identified, the payload management system 210 may request orotherwise access payload information 250 associated with each of theidentified VTOL aircraft 245. The VTOL aircraft 245 may provide thepayload information 250 to the payload management system 210 over thenetwork 230. Alternatively, an associated remote computing system (e.g.,an aerial vehicle provider system managing such aircraft) may providethe payload information 250 to the payload management system 210 overthe network 230. The remote computing system can store informationregarding and/or monitor the payload capacity of the aerial vehicle. Thepayload information 250 associated with an aircraft (e.g., VTOLaircraft) may include payload constraints of the VTOL aircraft 245including the weight criteria of the VTOL aircraft 245, volume/spacecapacity of the VTOL aircraft 245, shape of a storage area of a VTOLaircraft 245, and/or the payload capacity of the VTOL aircraft 245.

When one or more itineraries 270 are generated, the notification system215 provides the itineraries 270 to the computing device 235 associatedwith the individual. In an example, the one or more itineraries 270 areordered, based at least in part, on payload information 250 associatedwith each identified VTOL aircraft 245 and on the information of thepayload item(s) associated with the individual. For example, a VTOLaircraft 245 that departs from a vertiport at 1:00 PM may only haveweight and/or storage capacity for one of the individual's payloaditems. However, a VTOL aircraft 245 that departs from the vertiport at7:00 PM may have weight and payload storage capacity (e.g., payloadstorage area size, shape, temperature, etc.) for all three of theindividual's payload items. As such, the itinerary 270 with thedeparture time of 7:00 PM may be provided to the computing device 235associated with the individual as a first option and the itinerary 270with the departure time of 1:00 PM may be provided to the computingdevice 235 associated with the individual as a second option.

In another example, the individual is provided an option to payadditional fees for payload items that exceed a weight threshold and/ora dimension threshold. In another example, the individuals that reservedflights on particular VTOL aircraft is given payload item preference(e.g., they may be allowed to bring additional payload items) overindividuals that reserved flights closer to the departure time. Inanother example, individuals that reach a particular status (e.g., afrequent flyer or user of one or more ridesharing service providers)have payload item preference when compared to individuals that do nothave the particular status. In another example, a computing system canidentify an alternate itinerary for the individual. The alternateitinerary can identify an alternate VTOL aircraft that has capacity forthe payload item. The computing system can provide, for display on thecomputing device of the individual, data indicative of the alternateitinerary.

The itinerary 270 may also provide the individual an option of havingher payload item(s) transported to the destination via a separatevehicle such as, for example, a ground vehicle 255 (FIG. 2B). Forexample, and referring to FIG. 2B, FIG. 2B illustrates the examplesystem 200 of FIG. 2A in which a ground vehicle 255 is used to transportone or more payload items associated with an individual from an originto a destination according to an example.

When the computing system 205 determines, based on payload information250 received from a VTOL aircraft 245, that the VTOL aircraft 245 doesnot have the capacity (e.g., weight capacity and/or storage capacity)for one or more payload items associated with the individual, thenotification system 215 provides the individual an option to have one ormore of her payload items transported to a destination via one or moreground vehicles 255. Although the example above indicates that thisoption is provided to the individual when payload information 250associated with a VTOL aircraft 245 indicates that the VTOL aircraft 245does not have capacity of the individual's payload item(s), the optionof having one or more payload items transported from an origin to adestination may be provided to the individual at any point during areservation process.

For example, as part of the data indicative of the potential itineraryrequest 240 (FIG. 2A), the individual provides input via the computingdevice 235 that the individual wants her payload item(s) to be picked upfrom a specified location (e.g., the individual's house, the originvertiport, the individual's office). The individual may also provide aparticular time or time frame (e.g., two hours before her scheduleddeparture time) that she wants the payload item(s) picked up.

When the individual has provided pick up information, the computingsystem 205 identifies a ground vehicle 255 for transporting the payloaditems from the origin to the destination. In some examples, the groundvehicle 255 is identified based on one or more ground vehiclecharacteristics. The ground vehicle characteristics may include adetermined location of the ground vehicle 255, a determined cargocapacity (e.g., size of a trunk) of the ground vehicle (255), ananticipated destination of the ground vehicle 255 and the like. Thenotification system 215 provides location information 265 (including apick up location, a drop off location and/or time frame information)instructions to the ground vehicle 255 and/or a computing deviceassociated with a driver of the ground vehicle 255.

The ground vehicle 255 may be part of a fleet of vehicles (e.g., groundvehicles 255 and/or VTOL aircrafts 245) associated with a ridesharingservice provider or one or more ridesharing service providers. In anexample, the ground vehicle 255 that is identified may be a groundvehicle that transports the individual to the origin vertiport andsubsequently transports the individual's payload items to a destinationvertiport or to another specified destination.

In another example, the individual provides payload item drop offinformation to the computing system 205. For example, the individual mayopt to have her payload item(s) dropped off at a particular location(e.g., her hotel, her home, her office). The individual may also specifya particular time or time frame she wants her payload item(s) to arriveat the particular location.

For example, if the VTOL aircraft 245 leaves a vertiport at 9:00 AM, theindividual provides information indicating that she does not need herpayload item(s) delivered to the particular destination until 5:00 PM.As such, the computing system 205 determines various routes (shown asrouting information 260), that ground vehicle 255 should/can take toensure the payload item(s) arrive at the particular destination at therequested time. In an example, the routing information 260 includes atime at which the ground vehicle 255 should depart based, at least inpart, on current traffic conditions, location information associatedwith the ground vehicle 255 and so on.

As indicated above, the ground vehicle 255 may be associated with one ormore ridesharing service providers. As such, while the ground vehicle255 is being routed from an origin to a destination, the ground vehiclemay be routed to one or more additional individuals that are looking totravel from an origin to a destination along (or near) the routeidentified by the routing information 260. In another example, theground vehicle 255 that is transporting the payload item(s) may berouted to other individuals/locations in order to pick up additionalpayload item(s). In yet another example, the ground vehicle 255 may berestricted (e.g., by the ridesharing service provider) from picking upadditional passengers and/or payload item(s).

In the examples described above, the individual that provided pick upand/or drop off information to the computing system 205 via a computingdevice 235. However, it is contemplated that the individual may bringher payload item(s) to the origin vertiport and/or reserve a flight on aVTOL aircraft 245 at the vertiport. When the individual arrives, she mayspecify (e.g., using a computing device, a check-in kiosk, talking withcheck-in officer) that her payload item(s) may be transported to aspecified destination.

In another example, it may be determined during a check-in process thatone or more of the individual's payload items need to be transported toa specified destination via a ground vehicle 255 based on payloadinformation 250 associated with her assigned VTOL aircraft 245. Theindividual can provide (e.g., via a computing device associated with theindividual) a desired drop off time and/or a desired drop off locationto the computing system 205. This information can be input into apayload item drop off request generated via a software applicationrunning on a computing device. The computing system 205 can receive thepayload item drop off request, the payload item drop off request beingassociated with a second, drop-off location for the payload item. Oncethis information is received, the computing system 205 identifies one ormore ground vehicles 255 that can be used to transport the payloaditem(s).

In the event that a VTOL aircraft 245 does not have payload capacity totake all (or some) of an individual's payload items, the notificationsystem 215 identifies other passengers on the VTOL aircraft 245 that maybe willing to route their payload item(s) to a destination using aground vehicle 255. In such an example, the notification system 215 mayidentify, generate and/or provide a message asking whether any of thosepassengers would be willing to have their payload item(s) transported toa specified destination via a ground vehicle 255. In some examples, thismessage is generated in response to input provided by the individual whowants all of her payload items on the VTOL aircraft 245. The passengersmay be offered an incentive (e.g., a discount, a partial refund) to havetheir payload items transported via the ground vehicle 255. In anexample, the individual that requested the message to be generated andsent is charged an additional fee.

In some examples, payload constraints of a VTOL aircraft 245 may beupdated in real-time or substantially real-time. For example, as dataindicative of the potential itinerary requests 240 (and associatedpayload item information) are received from various individuals (or aspayload items arrive at a vertiport), the payload management system 210may use this information to calculate or otherwise determine a remaining(estimated) amount of space and/or weight for the VTOL aircraft 245.This information may be provided to individuals that are bookingitineraries and/or are arriving at the vertiport. This information mayalso be provided to the computing system 205 and subsequently used toidentify whether individuals should or need to have one or more payloaditems transported to a destination via one or more ground vehicles 255.

The computing system 205, via the location tracking system 225, tracksthe location of the individual's payload items that are beingtransported via the ground vehicle 255. In one example, the tracking isprovided in real-time or substantially real-time. This can occur byobtaining sensor data acquired by a sensor of the vehicle transportingthe item (e.g., GPS data from a GPS system of a ground-based vehicle).Thus, as the individual is travelling in the VTOL aircraft 245, she cantrack the location of her payload item(s) as the payload item(s) arebeing transported via the ground vehicle 255. The individual's locationcan also be tracked via sensor data acquired via a sensor of computingdevice 235 (e.g., GPS data of a GPS device). The location track system225 can concurrently track the item and the individual and a userinterface can display the locations of both the item and the individualat the same time.

FIG. 3 illustrates a method 300 for routing a payload item from anorigin to a destination using a ground vehicle according to an example.In an example, the method 300 is performed by the system 200 shown anddescribed with respect to FIG. 2A and FIG. 2B and/or another systemdescribed herein (e.g., operations computing system 102A, etc.).

Method 300 begins when data indicative of the potential itineraryrequest is received (310). The data indicative of the potentialitinerary request can request transportation for an individual. This caninclude, in some implementations, a request for a VTOL aircraft. Inparticular, the data indicative of the potential itinerary request canspecify an origin and a destination. Even more particularly, the dataindicative of the potential itinerary request can be associated with acomputing device of an individual. For example, an individual accessesan application executing on her computing device and providesinformation regarding a desired origin, a desired destination, a desireddeparture time and/or a desired arrival time. The itinerary informationmay also include a starting location (e.g., a home of the individual)and/or a final destination (e.g., a hotel). In an example, theapplication is provided by one or more ridesharing service providersand/or one or more vehicle providers. In another example, the dataindicative of the potential itinerary request is received at a kiosk orother computing device associated with or otherwise located at avertiport.

In an example, the data indicative of the potential itinerary requestalso includes payload information. As such, the system accesses and/ordetermines (320) payload information for each payload item associatedwith the individual. The payload information may include one or morepayload characteristics of one or more payload items. The payloadinformation may include a weight of one or more payload items, a shapeof one or more payload items, a size and/or size category (e.g., small,medium, large, etc.) of one or more items, dimensions of the one or morepayload items, etc. In an example, the payload information is receivedby the system from a computing device associated with the individual. Inanother example, the weight and/or dimensions of the payload items aredetermined and/or received by one or more sensors (e.g., weight sensorsand/or image sensors) at the vertiport when the individual arrives andbegins a check-in and/or boarding process.

In an example, determining payload information (320) also includesaccessing and/or determining payload capacity information of one or moreVTOL aircraft associated with the origin and/or the destination. Thepayload information includes a payload capacity of the VTOL aircraftincluding a current or estimated payload weight of the VTOL aircraftand/or the current or estimated remaining volume of a storagecompartment of the VTOL aircraft. In an example, the estimated payloadweight and/or volume of the VTOL aircraft is based on historicalinformation associated with one or more individuals that havechecked-in, reserved a seat on the VTOL aircraft and/or have or are inthe process of submitting a data indicative of the potential itineraryrequest. In another example, the estimated payload weight and/orestimated remaining volume is based on one or more past flights(including peak and non-peak travel times) from a specified origin to aspecified destination.

Once payload information has been determined, a VTOL aircraft isidentified (330). The VTOL aircraft may be identified based at least inpart on the data indicative of the itinerary request, payloadinformation, a potential itinerary and an associated VTOL aircraft. Forexample, the VTOL aircraft can be identified based on a number ofdifferent factors including, but not limited to, an amount of payloadcapacity remaining on the VTOL aircraft, the current (or anticipated)location of the VTOL aircraft, a flight time/route from an origin to adestination, an amount of passengers that have reserved a seat on theVTOL aircraft and the like.

Once the VTOL aircraft is identified, a determination (340) is made asto whether the VTOL aircraft has an available payload capacity for thepayload item(s) associated with the individual. If it is determined thatthe VTOL aircraft has available payload capacity, data indicative of anitinerary is generated and provided (350) by the computing system fordisplay via the computing device to the computing device associated withthe individual.

However, if it is determined (340) that the VTOL aircraft does not haveavailable payload capacity for the identified payload item(s), thesystem may (optionally and/or based on received input) provide (360) bythe computing system for display via the computing device a payloadrouting message to one or more other passengers on the VTOL aircraft. Aspreviously described, the payload routing message is a message in whichthe one or more other passengers can choose to route their payloaditem(s) from the vertiport (or other origin location) to a desireddestination.

Additionally, if it is determined (340) that the VTOL aircraft does nothave available payload capacity for the identified payload item(s), thesystem may identify (370) a ground vehicle that will transport thepayload item(s) from the vertiport (or other origin location) to adesired destination. In one example, the system generates dataindicative of a payload item itinerary for the payload item andassociates the payload item itinerary with the individual. The payloaditem itinerary can include payload routing information for routing apayload item associated with the payload information from the origin tothe destination using a vehicle other than the associated VTOL aircraft.For example, the payload routing information can include an estimatedpick-up time, an estimated drop off time, the designated drop offlocation, a current location of the payload item and the like.

The system may provide (375) data indictive of the potential itinerarywith a payload item itinerary to an individual associated with therequest. For instance, the system may provide, for display via acomputing device, data indicative of the potential itinerary. The dataindicative of the potential itinerary can include payload routinginformation for routing a payload item associated with the payloadinformation from the origin to the destination using a vehicle otherthan the associated VTOL aircraft. As described herein, this can allow apayload item itinerary to be viewed by an individual on the individual'scomputing device. In some implementations, the individual can selectand/or approve of the payload itinerary (as indicated by the payloadrouting information) via user input associated with the user interface.

The payload item itinerary allows the system to track (380) the locationof the payload item(s) substantially simultaneously with the location ofthe individual—even though the individual and the payload item are ondifferent vehicles, travelling at different times and/or at differentspeeds. The tracking information is provided to the computing deviceassociated with the individual in real-time or substantially real-time.

FIG. 4 illustrates a method 400 for routing a payload item from anorigin to a destination using a ground vehicle according to anotherexample. In an example, the method 400 is performed by the system 200shown and described with respect to FIG. 2A and FIG. 2B.

Method 400 begins when data indicative of the potential itineraryrequest is received (410). The data indicative of the potentialitinerary request may be similar to the data indicative of the potentialitinerary requests described above with respect to FIG. 2A, FIG. 2B andFIG. 3. When the data indicative of the potential itinerary request isreceived, the system determines (420) payload information for eachpayload item associated with the individual such as previouslydescribed. In an example, determining payload information (420) includesreceiving and/or determining payload capacity information for one ormore VTOL aircraft associated with the origin and/or the destinationspecified in the data indicative of the potential itinerary request.

Once payload information has been determined, a VTOL aircraft isidentified (430) such as previously described and a determination (440)is made as to whether the VTOL aircraft has an available payloadcapacity for the payload item(s) associated with the individual. If itis determined that the VTOL aircraft has available payload capacity, anitinerary is generated and provided (450) to the computing deviceassociated with the individual.

However, if it is determined that the VTOL aircraft does not havepayload capacity for the payload item(s), the system receives orotherwise identifies (460) pick up and/or drop off locations for theindividual's payload item(s). In an example, a pick up location is avertiport from which the VTOL aircraft will depart. In another example,the pick up location is specified by the individual. For example, thepick up location may be the individual's home. In some implementations,the individual may provide (e.g., via a computing device associated withthe individual) a payload item pick up request indicating a location atwhich the payload item is to be picked up.

The drop off location may be a vertiport at which the VTOL aircraft isto arrive. In another example, the drop off location is specified by theindividual. For example, the individual may request that her payloaditems be dropped off at her hotel at or near her destination.

In addition to identifying pick up and/or drop off locations, the systemidentifies (470) time constraints associated with the request. The timeconstraints may include a desired pick up time and/or a desired drop offtime. In some examples, the system predicts or other provides a range ofdrop off times based, at least in part, on the desired pick up time, adistance from the specified pick up location to the specified drop offlocation, time of day, current traffic conditions, and/or a determinedor anticipated number of available transport vehicles.

For example, the individual provides input to the system that indicatesshe wants her payload items to be picked up at her home at 9:00 AM. Theindividual also indicates that the desired destination for her payloaditems is her hotel which is approximately one hundred miles away fromthe origin. Based on the determined distance from the origin to thedestination, the current time of day and/or current traffic conditionsbetween the origin and the destination, the system determines that thepayload items can be delivered to the individual's hotel any time after2:00 PM.

In an example, the system will indicate that the payload items will beat the destination at or near the specified time. In another example,the individual selects a time for delivery (so long as the selected timeis after the initially provided time). For example, although the payloaditems may be delivered to the individual's hotel at 2:00 PM, theindividual may not be done with meetings until 6:00 PM. As such, theindividual does not have a need for the payload items prior to 6:00 PM.Accordingly, the individual selects a 6:00 PM delivery time.

In another example, the individual may specify that the payload itemsneed to arrive at a particular destination at a particular time. Forexample, the individual may indicate that she wants to pick up herpayload items at a destination vertiport. The system determines that theestimated arrival time of the VTOL aircraft at the destination vertiportis 2:00 PM. Using this information (along with desired pick up locationinformation, traffic information, alternate transportation information,etc.) the system determines that the individual's payload items need tobe picked up at a particular time (e.g., no later than 9:00 AM). Oncethis information is determined, this information is provided to thecomputing device associated with the individual.

When the time constraints are determined, the system identifies (480)alternate transportation for the payload item. In one example, thealternate transportation is a ground vehicle provided by one or moreridesharing service providers. In another example, the alternatetransportation is a truck, a train, a second VTOL aircraft or anycombination thereof.

The system generates an itinerary for the payload item and theindividual. This can include determining a first itinerary for theindividual, the first itinerary being associated with a particularaircraft and being based, at least in part, on the origin, thedestination and the payload information. Additionally, or alternatively,this can include determining a second itinerary for the individual, thesecond itinerary including payload routing information for routing apayload item associated with the payload information from a firstlocation to a second location using a vehicle other than the particularaircraft. A payload item pick up request can be associated with thefirst location and/or a payload item drop off request can be associatedwith the second location. The itineraries include tracking informationthat allows the system to track (490) a location of the individual'spayload item(s) substantially simultaneously with the location of theindividual. In one example, the location of the individual is based onlocation information provided by the computing device of the individualand/or location information provided by the VTOL aircraft on which theindividual is travelling. Location information of the payload item(s) istracked using location information of the alternate vehicle on which thepayload item(s) has been loaded and/or by other tracking technology(e.g., RFID tags, GPS). In an example, the location of the payloaditem(s) is provided to the computing device of the individual inreal-time or substantially real-time. Data indicative of at least one ofthe first itinerary and the second itinerary can be provided for displayvia a user interface of a computing device associated with theindividual.

FIG. 5 illustrates an example computing device with which aspects of thepresent disclosure may be practiced. The computing device 500 may beintegrated with or associated with an aerial vehicle, such as aerialvehicle 150 and/or VTOL aircraft 245 discussed above. Additionally, acomputing device 500 may be integrated or otherwise associated withvarious systems shown and described with respect to FIG. 1C, FIG. 2A,and FIG. 2B. As shown in FIG. 5, the physical components (e.g.,hardware) of the computing are illustrated and these physical componentsmay be used to practice the various aspects of the present disclosure.

The computing device 500 may include at least one processing unit 510and a system memory 520 or memory resource. The system memory 520 ormemory resource may include, but is not limited to, volatile storage(e.g., random access memory), non-volatile storage (e.g., read-onlymemory), flash memory, or any combination of such memories. The systemmemory 520 may also include an operating system 530 that control theoperation of the computing device 500 and one or more program modules540. The program modules 540 may be responsible for gathering, receivingand/or determining location/itinerary information 550 and/or generatingroutes, tracking information and/or itineraries as described above. Thesystem memory 520 may also store this information or otherwise provideaccess to this information. A number of different program modules anddata files may be stored in the system memory 520. While executing onthe processing unit 510, the program modules 540 may perform the variousoperations described above.

The computing device 500 may also have additional features orfunctionality. For example, the computing device 500 may includeadditional data storage devices (e.g., removable and/or non-removablestorage devices) such as, for example, magnetic disks, optical disks, ortape. These additional storage devices are labeled as a removablestorage 560 and a non-removable storage 570.

Furthermore, examples of the disclosure may be practiced in anelectrical circuit comprising discrete electronic elements, packaged orintegrated electronic chips containing logic gates, a circuit utilizinga microprocessor, or on a single chip containing electronic elements ormicroprocessors. For example, examples of the disclosure may bepracticed via a system-on-a-chip (SOC) where each or many of thecomponents illustrated in FIG. 5 may be integrated onto a singleintegrated circuit. Such a SOC device may include one or more processingunits, graphics units, communications units, system virtualization unitsand various application functionality all of which are integrated (or“burned”) onto the chip substrate as a single integrated circuit.

When operating via a SOC, the functionality, described herein, may beoperated via application-specific logic integrated with other componentsof the computing device 500 on the single integrated circuit (chip). Thedisclosure may also be practiced using other technologies capable ofperforming logical operations such as, for example, AND, OR, and NOT,including but not limited to mechanical, optical, fluidic, and quantumtechnologies. In addition, examples of the disclosure may be practicedusing a computing device associated with or integrated with the electricvehicle and/or in any other circuits or systems.

The computing device 500 may include one or more communication systems580 that enable communication with and/or among client and computingdevices, aerial vehicles, other vehicles, a transportation system,remote computing devices 595, a network service and the like. Examplesof communication systems 580 include, but are not limited to, radiofrequency (RF) transmitter, receiver, and/or transceiver circuitry, aController Area Network (CAN) bus, a universal serial bus (USB),parallel, and/or serial ports.

The computing device 500 may also have one or more input devices and/orone or more output devices shown as input/output devices 585. Theseinput/output devices 585 may include a keyboard, a sound or voice inputdevice, haptic devices, a touch, force and/or swipe input device, adisplay, speakers, etc. The aforementioned devices are examples andothers may be used.

The computing device 500 may also include one or more sensors 590. Thesensors may be used to detect or otherwise provide information about theoperating condition of the computing device (e.g., its location,heading, surroundings, proximity to telecommunication nodes, etc.).

The term computer-readable media as used herein may include computerstorage media. Computer storage media may include volatile andnonvolatile, removable and non-removable media implemented in any methodor technology for storage of information, such as computer readableinstructions, data structures, or program modules.

The system memory 520, the removable storage 560, and the non-removablestorage 570 are all computer storage media examples (e.g., memorystorage). Computer storage media may include RAM, ROM, electricallyerasable read-only memory (EEPROM), flash memory or other memorytechnology, CD-ROM, digital versatile disks (DVD) or other opticalstorage, magnetic cassettes, magnetic tape, magnetic disk storage orother magnetic storage devices, or any other article of manufacturewhich can be used to store information, and which can be accessed by thecomputing device 500. Any such computer storage media may be part of thecomputing device 500. Computer storage media does not include a carrierwave or other propagated or modulated data signal.

Communication media may be embodied by computer readable instructions,data structures, program modules, or other data in a modulated datasignal, such as a carrier wave or other transport mechanism, andincludes any information delivery media. The term “modulated datasignal” may describe a signal that has one or more characteristics setor changed in such a manner as to encode information in the signal. Byway of example, and not limitation, communication media may includewired media such as a wired network or direct-wired connection, andwireless media such as acoustic, radio frequency (RF), infrared, andother wireless media.

FIG. 6 depicts an example user interface 600 displaying a multi-modalitinerary according to example embodiments of the present disclosure ona user device. The example multi-modal itinerary shown in FIG. 6 is foran individual and includes three legs, although more or less legs can beincluded. In this example, a first leg 650 includes transport for theindividual from an origin 602 to a first transportation node 604 (e.g.,a first vertiport). The first leg 650 can include ground-based vehicletransportation. A second leg 652 includes transport for the individualfrom the first transportation node 604 to a second transportation node606 (e.g., a second vertiport). The second leg 652 can include aerialvehicle based transportation (e.g., via VTOL aircraft). A third leg 654includes transport for the individual from the second transportationnode 606 to a destination 608. The third leg 654 can includeground-based vehicle transportation.

As described herein, the potential itinerary for the individual caninclude payload routing information. This can include, for example,alternate payload itineraries bypassing aerial transportation. This canoccur, for example, when the payload item associated with the user wouldcause the assigned aerial vehicle to exceed a capacity threshold (e.g.,due to item weight, size, number, etc.). A computing system (e.g.,system 200, 102A, etc.) can provide data indicative of one or morecandidate payload item itineraries 610A-C for display via a userinterface of a computing device. This can allow an individual to selecta payload item itinerary from among the candidate payload itemitineraries 610A-C.

A computing device associated with the individual can receive the dataindicative of the candidate payload item itineraries 610A-C and presentthem via a user interface on a display device. The candidate payloaditem itineraries 610A-C can include transport of the payload item by avehicle other than the aerial vehicle included in the individual'sitinerary (e.g., of second leg 652).

In some implementations, the candidate payload item itineraries 610A-Ccan be associated with different locations than one another. Forexample, a first candidate payload item itinerary 610A can includetransport of the payload item from the origin 602 to the destination608. A second candidate payload item itinerary 610B can includetransport of the payload item from the first transportation node 604 tothe second transportation node 606. A third candidate payload itemitinerary 610C can include transport of the payload item from the firsttransportation node 604 to the destination 608.

In some implementations, the candidate payload item itineraries 610A-Ccan be associated with different timing than one another. First example,one candidate payload item itinerary may be faster (e.g., from start tofinish) than the other candidates. The user interface 600 can presentthe timing for each for the individual to view.

In some implementations, the candidate payload item itineraries 610A-Ccan be associated with different costs. For example, the first candidatepayload item itinerary 610A can be associated with a first cost C1,which is different than a second cost C2 associated with the secondcandidate payload item itinerary 610B, which is different than a thirdcost C3 associated with the third candidate payload item itinerary 610C.The user interface 600 can present the cost for each for the individualto view.

In some implementation, at least one of the candidate payload itemitineraries 610A-C can include a different transportation modality thanthe other candidate payload item itineraries 610A-C. For example, thethird candidate payload item itineraries 610C can include transport viamotorcycle, while the first and second candidate payload itemitineraries 610A-B can include transport via car or truck.

An individual can select a candidate payload item itineraries 610A-C byproviding user input associated with the user interface (e.g., a touchselection). The computing device can provide data indicative of thisselection to another computing system (e.g., system 200, 102A, etc.),which can coordinate the transportation accordingly. As describedherein, the user interface can provide a location of the item along itspayload item itinerary concurrently with the location of the individualalong the individual's itinerary.

Although not shown, the candidate payload item itineraries can includevarious alternative and can involve a multitude of other potentialdiverging paths including the payload being transported to a destinationdifferent from the passenger (e.g., the payload can be delivered to ahotel while the passenger goes to an office building).

The candidate payload item itineraries 610A-C can be provided to anindividual at various times. For example, candidate payload itemitineraries 610A-C can be provided to an individual prior to theindividual selecting or purchasing a particular itinerary. Even moreparticularly, the individual can select a preferable payload itemitinerary prior to or concurrently to selecting or purchasing aparticular itinerary for the individual.

In some embodiments, the example set of candidate payload itemitineraries can be provided to an individual after the individualselects or purchases a particular itinerary for themself. For example,an individual can be provided with the selectable candidate payload itemitineraries upon selecting or purchasing an itinerary for themselfregardless of total aircraft weight determination. As another example,only individuals exceeding a predetermined payload weight limit orvolume limit (e.g., due to payload item size/shape, etc.) can beprovided with selectable candidate payload item itineraries. As yetanother example, upon determination that an aircraft weight limit orvolume/space limit has been exceeded, aerial transportation facilityworkers at an aerial transportation facility located at a transport nodemay request one or more passengers to volunteer to alternatively routetheir payload items. The selectable candidate payload item itinerariescan then be provided to user devices associated with the one or morevolunteers. As yet another example, upon determination that an aircraftweight limit or volume limit has been exceeded, every individual can beprovided with selectable candidate payload item itineraries prior toindividuals volunteering for alternate payload itineraries. Inparticular, every individual can be provided with the selectablecandidate payload item itineraries until enough individuals volunteer tolower the aircraft weight or volume below the total weight orvolume/space limit. Even more particularly, the user interface mayindicate how much weight or volume/space must be redirected by alternatepayload itineraries.

In some implementations, the user can indicate a benefit associated withparticular payload itineraries (e.g., a discount, a partial refund, orother compensation). In particular, the benefit (e.g., discount,voucher, reward points, etc.) associated with a particular candidatepayload item itinerary can be displayed via the user interface toindicate what benefit an individual would receive upon selecting aparticular payload item itinerary.

The description and illustration of one or more aspects provided in thisapplication are not intended to limit or restrict the scope of thedisclosure as claimed in any way. The aspects, examples, and detailsprovided in this application are considered sufficient to conveypossession and enable others to make and use the best mode of claimeddisclosure. The claimed disclosure should not be construed as beinglimited to any aspect, example, or detail provided in this application.Regardless of whether shown and described in combination or separately,the various features (both structural and methodological) are intendedto be selectively rearranged, included or omitted to produce anembodiment with a particular set of features. Having been provided withthe description and illustration of the present application, one skilledin the art may envision variations, modifications, and alternate aspectsfalling within the spirit of the broader aspects of the generalinventive concept embodied in this application that do not depart fromthe broader scope of the claimed disclosure.

Computing tasks discussed herein as being performed at one computingdevice/system can instead be performed at another computingdevice/system, or vice versa. Such configurations can be implementedwithout deviating from the scope of the present disclosure. The use ofcomputer-based systems allows for a great variety of possibleconfigurations, combinations, and divisions of tasks and functionalitybetween and among components. Computer-implemented operations can beperformed on a single component or across multiple components.Computer-implemented tasks and/or operations can be performedsequentially or in parallel. Data and instructions can be stored in asingle memory device or across multiple memory devices. Moreover,examples and functions describing computing devices/systems receivingcertain data/information is not intended to be limiting. The computingdevices/systems can access, determine, generate, retrieve, pull, and/orotherwise obtain such data and/or information and such descriptions aremeant to reflect these approaches.

What is claimed is:
 1. A method, comprising: accessing, by a computingsystem comprising one or more computing devices, data indicative of apotential itinerary request for a vertical take-off and landing (VTOL)aircraft and payload information associated with an individual, the dataindicative of the potential itinerary request specifying an origin and adestination and being associated with a computing device of anindividual; determining, based at least in part on the data indicativeof the potential itinerary request and the payload information, apotential itinerary and an associated VTOL aircraft, wherein the VTOLaircraft is associated with transporting the individual; and providing,by the computing system for display via the computing device, dataindicative of the potential itinerary, the data indicative of thepotential itinerary including payload routing information for routing apayload item associated with the payload information from the origin tothe destination using a vehicle other than the associated VTOL aircraft.2. The method of claim 1, wherein the vehicle is a ground transportationvehicle.
 3. The method of claim 1, further comprising: receiving, by thecomputing system, a pick up location for the payload item, the pick uplocation being different from the origin.
 4. The method of claim 1,further comprising: receiving, by the computing system, a drop offlocation for the payload item, the drop off location being differentfrom the destination.
 5. The method of claim 1, wherein the payloadinformation associated with the payload item comprises at least one of aweight, a size, a shape, or a volume of the payload item.
 6. The methodof claim 1, further comprising: identifying, by the computing system,the vehicle based, at least in part, on a determined payload capacity ofthe vehicle.
 7. The method of claim 1, further comprising: tracking, bythe computing system based on sensor data associated with the computingdevice, a location of the individual as the individual travels from theorigin to the destination and substantially simultaneously tracking,based on sensor data associated with the payload item or the vehicletransporting the payload item, a location of the payload item as thepayload item travels to a destination of the payload item; andproviding, by the computing system for display via the computing device,data indicative of the location of the individual as the individualtravels from the origin to the destination and the location of thepayload item as the payload item travels to the destination of thepayload item.
 8. The method of claim 1, further comprising: identifying,by the computing system, an alternate itinerary for the individual, thealternate itinerary identifying an alternate VTOL aircraft that hascapacity for the payload item; and providing, by the computing systemfor display on the computing device, data indicative of the alternateitinerary.
 9. The method of claim 1, wherein determining, based at leastin part on the data indicative of the potential itinerary request andthe payload information, a potential itinerary and an associated VTOLaircraft comprises: determining, by the computing system, the associatedVTOL aircraft for the individual based on the origin and thedestination; determining, by the computing system, that the payload itemwould cause the associated VTOL aircraft to exceed a limit based atleast in part on the payload information; and determining, by thecomputing system, the vehicle other than the associated VTOL aircraft totransport the payload item to a destination of the payload item.
 10. Asystem, comprising: a processor; and a memory communicatively coupled tothe processor and storing instructions that, when executed by theprocessor, perform operations, comprising: accessing data indicative ofa potential itinerary request for an aircraft and payload informationassociated with an individual, the data indicative of the potentialitinerary request including an origin and a destination; determining afirst itinerary for the individual, the first itinerary being associatedwith a particular aircraft and being based, at least in part, on theorigin, the destination and the payload information; determining asecond itinerary for the individual, the second itinerary includingpayload routing information for routing a payload item associated withthe payload information from a first location to a second location usinga vehicle other than the particular aircraft; and providing, for displayvia a user interface of a computing device associated with theindividual, at least one of the first itinerary or the second itinerary.11. The system of claim 10, wherein the first location is associatedwith the origin.
 12. The system of claim 10, wherein the second locationis associated with the destination.
 13. The system of claim 10, whereinthe operations further comprise: identifying the vehicle based, at leastin part, on a determined location of the vehicle.
 14. The system ofclaim 10, wherein the operations further comprise: providing, fordisplay via the user interface of the computing device, data indicativeof a cost associated with the payload routing information.
 15. Thesystem of claim 10, wherein the operations further comprise: tracking alocation of the individual as the individual travels from the origin tothe destination and substantially simultaneously tracking a location ofthe payload item as the payload item travels to a destination of thepayload item; and providing, for display via the computing device, dataindicative of the location of the individual as the individual travelsfrom the origin to the destination and the location of the payload itemas the payload item travels to the destination of the payload item. 16.The system of claim 10, wherein the operations further comprise:receiving a payload item pick up request, the payload item pick uprequest being associated with the first location.
 17. The system ofclaim 10, wherein the operations further comprise: receiving a payloaditem drop off request, the payload item drop off request beingassociated with the second location.
 18. One or more non-transitorycomputer readable media that store instructions that, when executed byone or more computing devices, cause the one or more computing devicesto perform operations, the operations comprising: accessing informationassociated with an individual and payload information associated withthe individual; determining an itinerary associated with the individual,the itinerary identifying a particular vertical take-off and landing(VTOL) aircraft; determining whether a payload item associated with thepayload information will cause a payload threshold of the particularVTOL aircraft to be exceeded when the payload item is loaded on theparticular VTOL aircraft; and when it is determined the payload itemassociated with the payload information will cause the payload thresholdof the particular VTOL aircraft to be exceeded, providing, for displayvia a user interface of a computing device associated with theindividual, routing information for the payload item in which thepayload item is routed to a destination on a vehicle other than theparticular VTOL aircraft.
 19. The one or more non-transitory computerreadable media of claim 18, wherein the destination is based, at leastin part, on an input provided via the user interface of the computingdevice.
 20. The one or more non-transitory computer readable media ofclaim 18, wherein the vehicle is a ground-based vehicle.